4672results about "Driver interactions" patented technology

The present invention provides a system and method relating to the operation of plug-in hybrid electric vehicles powered both by electricity from rechargeable batteries and by consumable fuel powered means, such as an internal combustion engine or a fuel cell. More particularly, the system and method of the claimed invention enable optimization of the energy cost associated with the operation of such plug-in hybrid electric vehicles, especially when the cost of recharging batteries from external electric power sources may be less than the cost of recharging batteries from the onboard consumable fuel powered means. To this end, the invention enables maximization of the use of electricity from external electric power sources and minimization of the use of electricity produced by the plug-in hybrid electric vehicle's onboard consumable fuel powered means, when the cost of recharging batteries from external electric power sources is less than the cost of recharging batteries from the onboard consumable fuel powered means.

An electric traction vehicle comprises a vehicle platform, a communication network, a power source mounted on the vehicle platform, a plurality of drive wheels rotatably mounted on the vehicle platform, a plurality of electric motors coupled to respective ones of the plurality of drive wheels, and a plurality of microprocessor-based interface modules coupled to the plurality of electric motors. The interface modules are configured to control the plurality of electric motors and are coupled to each other by way of the communication network.

In an electric power amount information output device for a vehicle, a control section checks whether a remaining electric power amount of a battery of a motor-driven vehicle at a departure point is less than a total electric power amount required for the vehicle to travel to a destination point. The control section drives an output section to output insufficiency information indicating that the remaining electric power amount of the battery is insufficient, if the remaining electric power amount is less than the required total electric power amount.

The present application relates to a charging station operable in a charging cycle for charging an electric vehicle. The charging station has a key-activated controller for controlling the charging cycle. The application also relates to a key for operating the charging station. Furthermore, the application relates to a charging station having an interface for connecting the charging station to a data network. The application also relates to a charging station having a socket for receiving a plug and a key-operated locking mechanism for locking a plug in said socket. A frangible panel movable between an open position and a closed position may be provided. A processor may be provided for generating data to impose a financial charge on an individual for using the charging station. The application also relates to methods of operating a charging station including the steps of obtaining user identification data; supplying electricity to a charging socket; and generating data for levying a financial charge on the user.

A method of distributing charging power among a plurality of charge ports of a battery charging station is provided, where the battery charging station includes a plurality of power stages where each power stage includes an AC to DC converter and provides a portion of the charging station's maximum available charging power, the method comprising the steps of (i) monitoring battery charging station conditions and operating conditions for each charging port; (ii) determining current battery charging station conditions, including current operating conditions for each charging port; (iii) determining power distribution for the battery charging station and the charging ports in response to the current battery charging conditions and in accordance with a predefined set of power distribution rules; and (iv) coupling the power stages to the charging ports in accordance with the power distribution.

Improvements both in the methods whereby existing techniques for determining the condition of a battery are communicated to a user (for example, to the owner of a private vehicle, or to the service manager of a fleet of vehicles), or the vehicle's operating system, and in the methods for evaluating the condition of the battery are disclosed. It has been discovered by the inventors that the difference in internal resistance of a fully charged battery as measured during charging and as measured after charging is greater for a battery in poor condition than for a new battery. The invention relates in part to instruments and corresponding methods for evaluating the condition of a battery utilizing this discovery.

A network of collection, charging and distribution machines collect, charge and distribute portable electrical energy storage devices (e.g., batteries, supercapacitors or ultracapacitors). To avoid theft and tampering of the portable electrical energy storage devices, by default, each portable electrical energy storage device is locked in and operably connected to the vehicle to which it provides power unless the vehicle comes within the vicinity of a collection, charging and distribution machine or other authorized external device such as that in a service center. Once within the vicinity of a collection, charging and distribution machine or other authorized external device a locking mechanism in the vehicle or within the portable electrical energy storage device unlocks and allows the portable electrical energy storage device to be exchanged or serviced.

Embodiments of the invention are directed to a system for recharging a mobile robot as a power source. In one embodiment the system comprises a power transmission link having a first end positioned at a selectively located charging station and a second end connected to the battery carried by the robot, the transmission link being configured to transmit power from its first end to its second end to charge the battery. The system further comprises a first wireless power transmitter coupled to receive power from a specified power source, and a first wireless power receiver, connected to the first end of the transmission link and located at a prespecified distance from the first wireless power transmitter. The first wireless power receiver is configured to receive power transmitted across the prespecified distance from the first wireless power transmitter, and to provide power to the first end of the transmission link, for transmission to charge the battery.

Described herein are improved configurations for a resonator for wireless power transfer that includes a conductor forming one or more loops and having an inductance L, a network of capacitors, having a capacitance, C, and a desired electrical parameter, coupled to the conductor, the network having at least one capacitor of a first type with a first temperature profile of the electrical parameter, and the network having at least one capacitor of a second type with a second temperature profile of the electrical parameter.

PCT No. PCT/NZ96/00060 Sec. 371 Date Dec. 22, 1997 Sec. 102(e) Date Dec. 22, 1997 PCT Filed Jun. 20, 1996 PCT Pub. No. WO97/01103 PCT Pub. Date Jan. 9, 1997A battery monitoring system includes a circuit for use with a battery which is one of a defined (quantified re volts supplied at known current loads at known discharge levels) type of battery such as the lead-acid batteries used in vehicles. Preferred embodiments monitor at least the battery voltage under load while measuring the drawn current and use stored numerical information in order to determine whether the battery has been discharged down to a predetermined limit; one which generally retains enough charge to perform a defined act such as starting an engine. If the battery is so depleted a non-critical load (e.g. accessories) is disconnected by a switch. Changes in the non-critical load are monitored and the non-critical load is reconnected for a predetermined period when a change is detected in order to start the engine.

Described herein are devices, systems, and methods for managing the power consumption of an automotive vehicle, and thereby for optimizing the power consumption of the vehicle. The devices and systems for managing the power consumption of the vehicle typically include power management logic that can calculate an applied power for the vehicle engine based on information provided from the external environment of the vehicle, the operational status of the vehicle, one or more command inputs from a driver, and one or more operational parameters of the vehicle.

Described herein are improved capabilities for a source resonator having a Q-factor Q₁>100 and a characteristic size x₁ coupled to an energy source, and a second resonator having a Q-factor Q₂>100 and a characteristic size x₂ coupled to an energy drain located a distance D from the source resonator, where the source resonator and the second resonator are coupled to exchange energy wirelessly among the source resonator and the second resonator.

A vehicle powering wireless receiver for use with a first electromagnetic resonator coupled to a power supply includes a load configured to power the drive system of a vehicle using electrical power, and a second electromagnetic resonator adapted to be housed upon the vehicle and configured to be coupled to the load by a converter capable of converting energy captured by the second electromagnetic resonator into a form usable by the load, wherein the second electromagnetic resonator is configured to be wirelessly coupled to the first electromagnetic resonator to provide resonant, non-radiative wireless power to the second electromagnetic resonator from the first electromagnetic resonator.

A vehicle powering wireless receiver for use with a first electromagnetic resonator coupled to a power supply. The wireless receiver includes a load configured to power the drive system of a vehicle using electrical power, and a second electromagnetic resonator adapted to be housed upon the vehicle and configured to be coupled to the load, wherein the second electromagnetic resonator is of substantially different size from the first electromagnetic resonator, wherein the second electromagnetic resonator configured to be wirelessly coupled to the first electromagnetic resonator to provide resonant, non-radiative wireless power to the second electromagnetic resonator from the first electromagnetic resonator, and a second electromagnetic resonator adapted to be housed upon the vehicle and comprising an inductive loop and configured to be coupled to the load via a capacitive network comprising at least one capacitor in series with the inductive loop and one capacitor in parallel with the inductive loop.

An electric vehicle includes plurality of batteries accommodated in a rear portion of a battery box, and an electric part is accommodated in an electric part accommodating chamber provided in a front portion of the battery box. Cooling air supplied from a cooling fan to the rear portion of the battery box cools the batteries having a large thermal resistance, while being passed through a first cooling air passage around outer peripheries of the batteries at a low flow rate. A second cooling air passage having a smaller sectional area than that of the first cooling air passage is provided below the electric part accommodating chamber, and cooling fins protruding downwards from the electric part are exposed within the second cooling air passage. The second cooling air passage extends continuously the first cooling air passage in a downstream direction of airflow, so that cooling air which has first cooled the batteries then cools the electric part having a smaller thermal resistance, while being passed through the second cooling air passage at a higher flow rate than that in the first cooling air passage.

PCT No. PCT/NZ97/00053 Sec. 371 Date Nov. 3, 1998 Sec. 102(e) Date Nov. 3, 1998 PCT Filed May 2, 1997 PCT Pub. No. WO97/42695 PCT Pub. Date Nov. 13, 1997Loosely coupled inductive power for charging batteries is rectified from a first power pickup winding and the resulting current source is connected to a battery unit. Each current source is controlled by shorting a second resonant winding. Battery banks may be charged using multiple isolated position-tolerant pickups independently controlled according to the condition of the connected battery unit and by overall commands communicated over an isolated link. The battery unit may be a single cell. In a self-stabilizing bank or monoblock a primary inductive conductor is energized using all the cells, individual cells are separately monitored by control means and any below-average cell can be individually charged from the inductive conductor, thus correcting between-cell variations. The charge in all cells within a bank can be held within 30% to 70% of full charge and prevented from drifting towards full or empty during repetitive charge and discharge times.